Commander 112 Nose Gear Incident
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Commander 112 Nose Gear Incident
Today at Blackbushe I watched as a Rockwell Commander 112, G-BLTK, carried out an emergency landing with no nosewheel, but maingear extended.
Two pilots - one of the syndicate owners and an instructor on board. They took their time to consider their options and burn a little more fuel. Various manoeuvres attempted to shake it down.
In the meantime fire crews, ambulance and police prepared well. Airport closed to all traffic, including the C172 which insisted on calling up for taxy several times, transmitting over the tower telling him to shut down (and shut up!).
The two pilots went through the POH, organised their actions for when committed to landing, viz who would do what when.
Finally made an approach, kept nose off for as long as possible after shutting down engine, electrics, fuel etc. and made an excellent landing. Prop was still turning as it settled but wasn't under power so engine may not be shock-loaded. It settled and skidded on two blades of the prop, which kept the underside of the engine cowling off the ground, and the aircraft finished up on the centreline of the runway. Doors were already unlatched and the pilots disembarked pronto!
All in all, a textbook handling of the incident with good CRM all round.
Problem later discovered to be a locking nut that had split, fallen down and jammed the nosegear door hinge.
Two pilots - one of the syndicate owners and an instructor on board. They took their time to consider their options and burn a little more fuel. Various manoeuvres attempted to shake it down.
In the meantime fire crews, ambulance and police prepared well. Airport closed to all traffic, including the C172 which insisted on calling up for taxy several times, transmitting over the tower telling him to shut down (and shut up!).
The two pilots went through the POH, organised their actions for when committed to landing, viz who would do what when.
Finally made an approach, kept nose off for as long as possible after shutting down engine, electrics, fuel etc. and made an excellent landing. Prop was still turning as it settled but wasn't under power so engine may not be shock-loaded. It settled and skidded on two blades of the prop, which kept the underside of the engine cowling off the ground, and the aircraft finished up on the centreline of the runway. Doors were already unlatched and the pilots disembarked pronto!
All in all, a textbook handling of the incident with good CRM all round.
Problem later discovered to be a locking nut that had split, fallen down and jammed the nosegear door hinge.
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Well done to the crew! They clearly did all they could to prevent any further damage to the aircraft.
Unfortunatly if the prop hit the ground the engine will have to come apart for a shock load inspection.
Unfortunatly if the prop hit the ground the engine will have to come apart for a shock load inspection.
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The engineer says that, since the prop took the full weight, the engine is now scrap. Shame, really - it only had 5 hours since new, as did the prop!
Absolutely no damage to the airframe at all.
Good job all round.
With regard to the C172 that wouldn't shut down, several of us loved the idiots who tried to signal to him with arms crossed over their heads, which signal is part of the "stop taxying" marshalling signals. The "cut engine" signal is something else entirely - moving your right hand held horizontally across the throat with the left hand held vertically.
When pointed out, one guy said "Doesn't matter - he'll understand". Just what one would expect from an idiot who has never flown with an instructor since he got his PPL.
Yeah.
"Doesn't matter using standard terminology on the RT - they'll understand".
"Doesn't matter retracting flaps on the runway on the landing roll"
"Doesn't matter not doing a full walkround today - I did one yesterday"
Absolutely no damage to the airframe at all.
Good job all round.
With regard to the C172 that wouldn't shut down, several of us loved the idiots who tried to signal to him with arms crossed over their heads, which signal is part of the "stop taxying" marshalling signals. The "cut engine" signal is something else entirely - moving your right hand held horizontally across the throat with the left hand held vertically.
When pointed out, one guy said "Doesn't matter - he'll understand". Just what one would expect from an idiot who has never flown with an instructor since he got his PPL.
Yeah.
"Doesn't matter using standard terminology on the RT - they'll understand".
"Doesn't matter retracting flaps on the runway on the landing roll"
"Doesn't matter not doing a full walkround today - I did one yesterday"
Last edited by Captain Stable; 20th Aug 2009 at 12:18.
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Captain Stable, I don't know to which engineer you are talking, but I part-own the aircraft and the aircraft's engineer is a group member and BA engineer by day. The engine is already out and at the refurb shop, and the word from the engineer is that it should be back in a couple of weeks. I don't quite share his optimism on that time scale, but believe the damage to the engine (if any) to be minimal. The prop's another stroy.
Iceman
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Thanks for the info, Iceman.
I was talking to your bloke - Tom. Saw him myself this morning (Thursday) removing the engine. Didn't get much of a chance to chat, but good news on the engine if it's simply shockloaded.
I saw the prop - lovely and curly!
As for engineers' optimism in any and all occurrences regarding early return of aircraft to serviceability - when was it ever any different?
I was talking to your bloke - Tom. Saw him myself this morning (Thursday) removing the engine. Didn't get much of a chance to chat, but good news on the engine if it's simply shockloaded.
I saw the prop - lovely and curly!
As for engineers' optimism in any and all occurrences regarding early return of aircraft to serviceability - when was it ever any different?
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The real Iceman,
Sorry to hear about this, but am glad it all worked out and no one was hurt.
As a fellow Commander owner I can only imagine how it must feel to see your pride and joy damaged.
John
Sorry to hear about this, but am glad it all worked out and no one was hurt.
As a fellow Commander owner I can only imagine how it must feel to see your pride and joy damaged.
John
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If its any consolation,yours will be back in the air a lot quicker than the sad looking one dumped on the edge of the parking area at Abbeville a couple of weeks back
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Quick question if you don't mind. Not related to the incident above but on the same track. When I was out at the airport last Saturday I had just arrived for what I thought would be a fairly quiet day (wx being predictably 
per usual). There was C210 flying approx 2/300' above the tower (which is on the deadside of the runway) before entering a fairly sharpish bank away from the field. I thought this was strange indeed so took a dander up to the tower to see what was going down. Guy on duty told me his nose gear indicator light failed to illuminate. A fly by of the tower confirmed wheel was indeed down but no way of knowing if it was locked. At this point C210 was on downwind, and a call to 999 got the required blues & twos en route and all other aircraft told to leave the circuit. Aircraft came in for a slow landing and airport fire in position at the runway hold. Touched down (deadstick) on the main wheels and kept the nose off the ground through most of the rollout before touching down on the nose at the far end. Shortly after landing (5 min max) Police, Fire and Ambulance arrived. 4 'heavy set' guys bailed out and all ok!!
My queries here are, should the AC not have stayed in the circuit until the services had arrived on scene and briefed on the emergency procedures? (PIC confirmed enough fuel to keep up for at about 1.5 hours before landing)? Also, who should notify AAIB and will there be a report on this incident? No damage to the AC and it was pushed back up the runway and operations resumed as normal.
All in all, an interesting day and interesting views of the action from the tower. Great job by the controller on duty and of course the pilot!
per usual). There was C210 flying approx 2/300' above the tower (which is on the deadside of the runway) before entering a fairly sharpish bank away from the field. I thought this was strange indeed so took a dander up to the tower to see what was going down. Guy on duty told me his nose gear indicator light failed to illuminate. A fly by of the tower confirmed wheel was indeed down but no way of knowing if it was locked. At this point C210 was on downwind, and a call to 999 got the required blues & twos en route and all other aircraft told to leave the circuit. Aircraft came in for a slow landing and airport fire in position at the runway hold. Touched down (deadstick) on the main wheels and kept the nose off the ground through most of the rollout before touching down on the nose at the far end. Shortly after landing (5 min max) Police, Fire and Ambulance arrived. 4 'heavy set' guys bailed out and all ok!! My queries here are, should the AC not have stayed in the circuit until the services had arrived on scene and briefed on the emergency procedures? (PIC confirmed enough fuel to keep up for at about 1.5 hours before landing)? Also, who should notify AAIB and will there be a report on this incident? No damage to the AC and it was pushed back up the runway and operations resumed as normal.
All in all, an interesting day and interesting views of the action from the tower. Great job by the controller on duty and of course the pilot!
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My queries here are, should the AC not have stayed in the circuit until the services had arrived on scene and briefed on the emergency procedures
But seriously, would probably have been a good idea to go and burn fuel for a while, while trying different things (perhaps they had?), then land when the emergency services are there.
We have the air ambulance based with us, so that is comforting
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The engine must be NDTd - not just the usual bits including the crankshaft but especially the crankcases which in these situations can get cracked, possibly subsurface.
Plus the engine mounting frame.
The whole job can be done in two weeks but in practice there probably isn't an engine shop on the earth that will do it that quick. A part of the reason is that there is a pile of mandatory-replacement parts (e.g. conrod bolts) which need to be ordered, and also anything discovered needs to be ordered but can't be until the engine is opened and the inspection has been done.
I'd be extra careful with NDTing the crank, which would have taken a massive load around the flange area.
5-10 weeks.
Good work by the pilot though!
Plus the engine mounting frame.
The whole job can be done in two weeks but in practice there probably isn't an engine shop on the earth that will do it that quick. A part of the reason is that there is a pile of mandatory-replacement parts (e.g. conrod bolts) which need to be ordered, and also anything discovered needs to be ordered but can't be until the engine is opened and the inspection has been done.
I'd be extra careful with NDTing the crank, which would have taken a massive load around the flange area.
5-10 weeks.
Good work by the pilot though!
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In the incident that was the basis for this thread in the first place, the crew stayed aloft until all emergency services were present, briefed and ready.
This makes huge sense to me.
Going for a landing, even if you're ready but others aren't, is just plain silly. Assume you have fuel to stay up and nobody is busting for a pee. You can use the time to go over what you may be missing, asking TWR (if there's an engineer there) if he's thought of anything you may be missing, going over the shut-down checks working out what you'll do when, etc. etc. Did you pull out one of the working bulbs to replace the one which may be inop?
Brief your pax. Ask for their help is shutting down just prior to impact - would it be helpful to have the guy in the RHS pull mixtures or fuel while you attend to shutting off the mags?
All the time you're doing this you are reducing the amount of "accelerant" in the tanks. As the old joke(?) goes, the only time you have too much fuel is when you're on fire.
I had a (minor) incident not long ago. A PA34 all gear failed to extend when selecting gear down. I was on my own, so I mentally went through all of the above. Luckily didn't have to put any of it into effect as the gear responded to the emergency extension handle, but it had me thinking!
flybymike, I love the way your comment is so understated.
They say there are two sort of pilot - those who have landed with gear up and those who will. The trick is to stay in the second category as long as possible.
Likewise, there are another two varieties of pilot - those who have retracted the gear on the ground and those who will...
This makes huge sense to me.
Going for a landing, even if you're ready but others aren't, is just plain silly. Assume you have fuel to stay up and nobody is busting for a pee. You can use the time to go over what you may be missing, asking TWR (if there's an engineer there) if he's thought of anything you may be missing, going over the shut-down checks working out what you'll do when, etc. etc. Did you pull out one of the working bulbs to replace the one which may be inop?
Brief your pax. Ask for their help is shutting down just prior to impact - would it be helpful to have the guy in the RHS pull mixtures or fuel while you attend to shutting off the mags?
All the time you're doing this you are reducing the amount of "accelerant" in the tanks. As the old joke(?) goes, the only time you have too much fuel is when you're on fire.
I had a (minor) incident not long ago. A PA34 all gear failed to extend when selecting gear down. I was on my own, so I mentally went through all of the above. Luckily didn't have to put any of it into effect as the gear responded to the emergency extension handle, but it had me thinking!
flybymike, I love the way your comment is so understated.
They say there are two sort of pilot - those who have landed with gear up and those who will. The trick is to stay in the second category as long as possible.
Likewise, there are another two varieties of pilot - those who have retracted the gear on the ground and those who will...
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Suppose retrospect is a wonderful thing - and it is easy to sit here and critique. On the day it was a bit more worrying (and I was on the ground). Its all a learning experience and im certainly not trying to be critical of any of the actions taken by those in command. Nice Job! I hope if (when?) my time comes I will remember the posts here!
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Originally Posted by Ryan5252
Suppose retrospect is a wonderful thing
